Passenger car



Sept. 4, 1923. 1,466,939 D. w. HARVEY PASSENGER GAR Filed Oct. 10 1.922 2 Sheets-Sheet l Sept. 4, 1923. 1,466,939

- I D. W. HARVEY PAS SENGER GAR Filed Oct. 10, 1922 2 Sheets-Sheet 2 Patented Sept. 4, 1923.

l DAVID WILLIAM HARVEY, OF TORONTO, ONTARIO, CANADA.

PASSENGER OAR.

Application filed October 10, 1922.

To all whom it may concern Be it known that 1, DAVID "W. HARVEY, a British subject, residing at the city of Toronto, in the county of York and Province of Ontario, Dominion of Canada, have invented certain new and useful Improvements in Passenger Cars; and I hereby declare that the following is a full, clear, and exact description of the same.

Iy invention relates to passenger cars in general and particularly to those types known as pay-as-you-pass, pay-as-you-enter, and pay-as-youeave cars in which I have provided a novel arrangement of doors which enables me to adjust the passenger accomodation through the entrance and exit passageways to the requirements of the traflic conditions at the terminals and at the various stopping places on the run.

To this end I have construct-ed a car with three passageways closely adjacent to each other one of which is used as the normal exit, another of which is used as an entrance and the third of which is selectively used either as an entrance or exit and betwen these two last-mentioned passageways I have arranged an adjustable barrier to segregate the incoming and outgoing passengers at the various stopping places.

In the preferred construction I have arranged the doors for these passageways in the cars side approximately intermediate its ends and have provided suitable operating appliances, controlled from the conduc tors station, for opening and closing them at will, and have located the conductors station in close proximity to them to enable the conductor to observe the outgoing and incoming passengers and to collect the fares.

The location of the conductors station, however, is more or less optional and may be placed interjacent the normal exit passageway and the next adjacent passageway at the same side of the car as the doors, or it may conveniently be placed opposite the entrance and exit doors near the remote side of the car, or it may be placed at the same side of the car as the entrance and exit doors but at one extremity or the other of the passageways. In the operation of a pay-as-you-passsystem I have found that the most satisfactory arrangement is to locate the conductors stat-ion between the entrance and the normal exit passageways.

In explanation of the invention I have shown a type of car now being successfully Serial No. 593,549.

used as a trailer on a pay-as-you-pass system of car operation in which is embodied my arrangement of doors for the entrance and exit passageways with v the conductors station located betwen the normal exit and the next adjacent passageway, and I have also shown a modified construction in which the conductors station is located .opposite the entrance and exit doors at or near the remote side of the car.

In the drawings:

Fig. 1 is a side elevation of the car of the preferred construction,

Fig. 2 is a sectional plan view of the same, and

Fig. 3 is a sectional plan view of the meat,

fied construction. I

While I have illustrated and described a type of car suitable forms as a trailer for street railways, it is to be understood that the invention is not confined to this type of car as the same structural arrangement can be used for motor cars and units of trains of cars.

eferring to the drawings:

My invention comprises a car body 1 mounted on front and rear trucks 2 and 3. Within the car are three passageways 4, 5 and 6, with a space between the passageway a and the passageway 5 for the conductors station 7. is a guard rail 8 and within the guard rail 8 is a farecollection box 9. The a guard rail 8 is of suiiicient dimensions for the accommodation of the conductor and the fare box only and is so located as to provide ample space between itself and the seating arrangement 21 for the movement of the passengers within the car and as they enter and leave the car. I

The passageways 4, 5 and 6 are located approximately intermediate the ends of the car. The passageway 4 is provided with a door 10 and is normally used as the car exit. The passageways 5 and 6 are provided with doors 11 and 12, respectively. The door 12 which, in pay-as-you-pass cars, is remote from the conductors station 7 is invariably used as an entrance door and the door ll is selectively used at the terminals and at the various stopping points during the journey either as an entrance door or as, an exit door to expedite the loading and unloading of the passengers as the traflic conditions require.

Between the doors 11 and 12 is a'c'enter Enclosing the conductors station,

"door or doors and dispose post 13 and approximately in line with the post '13 and the front of the guard rail 8 is a post 15 to which is pivoted a swinging barrier 14:. The swinging barrier 1a :is selectively movable into position between the post 15 and the post 13, or into line between the post 15 and the guard rail 8. When the doors 11 and 12are both used as entrance doors the barrier 14 extends between the post 15 and the guard rail 8 and separates the incoming passengers from the outgoing passengers moving from the front of the car towards the normal exit door 10 thereby preventing the incoming passengers impeding the movement of the outgoing passengers and those passengers going from the front to the rear of the car as they move past the conductors station.

lVhen the door 12 is used as a car entrance and the door 11 is used as a car exit, the 'barrier 1 1 is moved into position between the post 15 and the post 13 to direct the incoming passengers through the passageway 6 and some of the outgoing passengers through the passageway 5 and thereby sep arate the incoming from the out'g ing passengers and prevent them impeding each others movements as they enter and leave the car, and also prevent what is known technically as aisle friction between those leaving from the rear section and those leaving from the front section of the car. I

This selective use of the door 11 is of the utmost importance inthe operation of a street railway system-as at thedifferent stopping places on the run the number of passengers entering or leaving the car varies and at some of these stopping places it is necessary to provide increased entrance 10- commodation without a corresponding increase of exit accommodation, and at other stopping places it is necessary to provide increased exit accommodation with a minimum of entrance accommodation, which is attained by utilizing the passageway '-l and door 10 as the normal exit and the passageway 6 and door 12 as an entrance, with the selective use of the passageway 5 and door 11 for either entrance or exit purposes,

In the cars of the payasyou-pass type the passengers enter through the entrance themselves in the car as suits their convenience. The passengers going to the rear part of the car from the car entrance pay their iaresas they pass the-conductors' station and these passengers are free to leave the car,through the normal exit, at the terminals or stopping points without further observation by the conductor. Those passengers going to the front part otthe car retain their fares until they pass the conductors station when leaving the car. This arrangement separates: the passengers whose fares are paid from the passengers whose fares are unpaid and not only permits of the speedy loading and unloading of the car with the least loss of time and delay in the running schedule of the car, but ensures the collection of all the fares, and it is to the operation of a system of this kind that the explanation oi" one use of the invention is directed.

As above stated the passengers going from the "front part of the car to the rear part of the car, deposit their fares as they pass the conductors station and those passengers in the rear part of the car can leave through the normal exit without further observation by the conductor. The passengers in the rear part of the car can also leave through that part of the doorway 5 closed by the door 11, but these passengers are necessarily under observation by the conductor as well as the passengers from the front of the car leaving by the same exit, so that second tare will not he demanded from those whose fares have already been paid and those passengers whose fares are unpaid will not be permitted to leave the car until the fares have been deposited at the conduetors station. The outgoing passengers from the front part of the car are separated from the incoming passengers by means of the barrier 1d and the outgoing passengers from the front of the car leaving by means of that part of the doorway 5 hsed as an exit, are compelled by the barrier to pass the conductors station and deposit their fares as they pass it.

Any usual or preferred type of door operating mechanism '22 may be employed to open and close the doors 10, 11, and 12, and this mechanism is actuated by three sets of control devices 18, 19 and 20 by means of which any one or more of the doors 10, 11 and 12 can be selectively opened and closed, at will, from the conductors station and the entrance and exit accommodation can be regulated to the requirements of the tratlic,

In the modified construction I have shown the doors 10, 11 and 12 closely adjacent with the conductors station opposite thesedoors on the remote side of the car. In Fig. 1 the doors l0 and 11 are arranged to slide past each other into the panel or space between them and the'door 12 is arranged to slideinto the space 23 on the remote side of the -passageway 6. In the modified construction shown in Fig. '3 thedoors 10, 11 and 12 may be of any usual or approved type and can be arranged to open outwardly, It will therefore be understood that the doors 10, 11 and '12 may ,be'either ot the usualiolding or sliding type but in thepreferred --construction I use the sliding type and move the doors 10 and 11 into the space or panel and the door 12 into the panel 23 adjacent to it. r

The same arrangement of exit and entrance passages and doors can be employed in a pay-as-you-enter system or in a pay-asyou-pass system, but it may be necessary to vary the method of using the doors to the requirements of systems of that kind.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is 2- 1. In a passenger car, a normal exit passageway, an entrance passageway, and a third passageway which is selectively used either as an entrance passageway or as an exit passageway, all closely adjacent, a door for each of said passageways and a conductors station in close proximity to said passageways.

2. In a passenger car, a normal exit passageway, an entrance passageway, and a third passageway which is selectively used either as an entrance passageway or as an exit passageway, all closely adjacent, a door for each of said passageways, a conductors station in close proximity to said passageways, and operating means controlled from the conductors station by which any one or more of the doors is or are opened or closed at will to selectively increase and decrease the entrance and exit accommodation to the requirements of the traflic conditions.

3. In a passenger car, a normal exit passageway, an entrance passageway, and a third passageway which is selectively used either as an entrance passageway or as an exit passageway, all closely adjacent, a movable barrier for controlling, at will, the traflic through two adjacent passageways, a door for each of said passageways, and a conductors station in close proximity to said pas sageways.

4. In a passenger car, a normal exit passageway, an entrance passageway and a third passageway which is selectively used either as an entrance passageway or as an exit passageway, all closely adjacent, a movable barrier for controlling, at will, the trafiic through two adjacent passageways, a door for each of said passageways, a conductors station in close proximity to said passageways, and operating means controlled from the conductors station by which any one or more of the doors is or are opened and closed, at will, to regulate the entrance and exit accommodation to the requirements of the trafiic conditions.

5. In a passenger car a normal exit passageway, an entrance passageway, and a third passageway which is selectively used either as an entrance passageway oras an exit passageway as the traffic conditions require, a space between the normal exit passageway and the two last-mentioned passageways, a conductors station in said space, a door for each 01": said passageways, and operating means controlled from the conductors station for opening and closing said doors at will.

6. In a passenger car a normal exit passageway, an entrance passageway, and a third passageway which is selectively used either as an entrance passageway or as an exit passageway as the traflic conditions require, a space between the normal exit passageway and the two last-mentioned passageways, a conductors station in said space, a door for each of said passageways, operating means controlled from the conductors station for at will, and a movable barrier between the last two mentioned passageways for controlling, at will, the incoming and outgoing tratfic.

7. In a passenger car three passageways provided with corresponding doors in the cars side approximately intermediate its ends, one. of said passageways andits door being the normal exit, a space between the normal exit and the next adjacent passageway, a conductors station in said space, and operating means controlled from the conductors station by which any one or more of said doors is or are opened, at will, to regulate the entrance and exit accommodation to the trafiic conditions.

8. In a passenger car three passageways provided with corresponding doors in the cars side approximately intermediate its ends, one of said passageways and its door being the normal exit, a space between the normal exit and the next adjacent passageway, a conductors station in said space, operating means controlled from the conductors station by which any one or more of said doors is or are opened, at will, to regulate the entrance and exit accommodation to the trafiic conditions, and a movable barrier for controlling the trafiic through the two adjacent passageways.

Signed at the city of Toronto, this 2nd day of October, A. D. 1922.

DAVID WILLIAM HARVEY.

In the presence of EDWARD L. H. SMITH, STANLEY RUsBIN. I F

opening and' closing said doors 

